Power transmission control mechanism



Nov. 20, 1951 T. L MAYRATH 2,575,884

POWER TRANSMISSION CONTROL MEcHANIsM Original Filed Sept. 15, 1939 4 Sheets-Sheet l THOMAS l. M42/PATH Y ATTORNEY Nov. 20, 195] T. L, MAYRATH PONER TRANSMISSION CONTROL MEcHANIsN 4 Sheets-Sheet 2 Original Filed Sept. l5, 1959 A TTOR/-E Y N0V 20, 1951 T. L MAYRATH 2,575,884

POWER TRANSMISSION CONTROL MECHANISM Original Filed Sept. l5, 1939 4 Sheets-Sheet 5 256 /54200 245g 254 9 204 II 266 25J i @a 4 m 26a 62 l ma 2 '50 264 i 7.4 26o Z/ /52 20 j M d 2f j 6 222 l v| Il I l* @i X25- o INVENTR Zim/M5L MWF/17H HY ik ATTOWE Y NOV- 20,- 1951 T. L. MAYRATH POWER TRANSMISSION CONTROL MECHANISM 4 Sheets-Sheet 4 Original Filed Sept. l5, 1939 INVE'NTR E10/mu.

Paieaited Nov. 20, 1951 POWER TRANSMISSION CONTROL MECHANISM Thomas L. Mayrath, Dayton, Ohio, assgnorI to Bendix Aviation Corporation, South Bend, Ind., a corporation of Delaware 4 Original application September 15, 1939, Serial No. 295,003, now Patent No. 2,296,289, dated September 22, 1942. Divided and this application November 18, 1941, Serial No. 419,649

1s claims. (ci. 19a-.092)

This invention relates in general to the power transmission mechanism of an automotive vehicle and in particular to means for operating a friction clutch and a change-speed transmission of a-vehicle provided with a fluid clutch.

An object of the invention is to provide manually and power operated means, controlled in part A by the accelerator and by a lever or selector memberV preferably mounted on the steering post immediately beneath .the steering wheel, for actuating the friction clutch and the change-speed transmission of an automotive vehicle.

Yet another object of the invention is to provide, -in a mechanism for operating the aforementioned transmission, a pressure differential operated motor operably connected to the transmission, said motor being controlled by electromagnetically operated valves, said valves being automatically controlled, in part, by vehicle speed-responsive mechanism, whereby the shifting of gears and-accordingly the setting of the transmission is dependent upon the speed of the vehicle.

The invention further contemplates the provision of a power mechanism, controlled in part by the accelerator and-in part by a governor, for operating the clutch of an automotive vehicle,said governor also serving, in part, tocontrol power means for operating the change-speed transmission of the vehicle.

Another object of the invention is to provide means for operating the aforementioned transmission, said means being manually operated to place the transmission either in low or in reverse gear and automatically operated, by power means, to place the transmissionl either in second or in high gear.

A stillfurther object of the invention is to control a transmission operating means by means including the accelerator of the vehicle, a speed responsive governor and aselector, preferably positioned beneath the steering wheel.

Yet another object of the invention is to provide but three members, namely, the accelerator, the clutch pedal and a lever preferably mounted beneath the steering wheel of the vehicle, for controlling the operation of the clutch, the throttle and the transmission of the vehicle, the throttlefb'eing operated solely by the physical effort of thginriver. the clutch by either the physical effort of the driver or power and the transmission partly by the physical effort of the driver ofthe vehicle and partly bypower, to which power may be added the physical eifort of the driver.

The invention further -contemplates the provision of power means for operating the friction clutch of an automotive vehicle, said power means being controlled in part by the accelerator of the vehicle, the change-speed transmission of the vehicle and a propeller shaft operated governor. whereby the clutch is automatically disengaged by the power means when the accelerator is released and the transmission is in any setting except high gear, said disengagement being effected when the accelerator is released, and the translmission is in high gear only when the speed of the vehicle is decreased to or below a predetermined factor.

Yet another object of the invention is to provide, in combination with a fluid clutch or oftcalled fluid-drive, means for operating a threespeeds forward` and reverse transmission positioned between said clutch and the drivewheels of the vehicle, said transmission operating means being operative to automatically place the transmission in second gear when the speed of the vehicle drops to or below a predetermined factor and to automatically place the transmission in high gear when the speed of the vehicle exceeds said factor.

Yet another object of the invention is 'to provide, in an automotive vehicle, a power transmission for interconnecting the internal-combustion engine and the driving wheels of the vehicle, said transmission including a fluid clutch, a threespeeds forward and reverse change-speed transmission and a spring operated disk plate clutch', the latter being interposed between the fluid clutch and the change-speed transmission, said mechanismsbeing actuated by cooperating power means and physically operated means, the power means for actuating the transmission being operative to automatically place the transmission either in second gear or in high gear, depending upon the speed of the vehicle, and the power means for actuating the clutch functioning automatically to disengage the clutch when the speed of the vehicle is below a certain factor and the accelerator is at the time released.

One of the most important objects of the invention is to provide, in an automotive vehicle equipped with a fiuid clutch, a friction clutch and a manually and power operated selective change-speed transmission, means for controlling the operation of said clutches and transmission including a vehicle speed responsive governor, an accelerator, a Vclutch pedal and a selector lever:

accordingly, the invention comprehends the use.

of but one automatically operated control means and three manually operated controls for con-l 3 trolling 4two clutch mechanisms and the transmission.

Another important object of my invention is` to provide in an automotive vehicle equipped with an internal combustion engine a fluid clutch, a friction clutch and a selective change-speed transmission. manually and power operated mechanism for operating the transmission and mechanism for controlling the operation of the engine. the clutches. and said transmission operating means including a manually operated ac- I Icelerator, a vehicle speed responsive governor. a manually operated clutch pedal and a manually operated shift lever, the parts of said mechanism being so constructed and arranged that the clutch pedal is manually operated in effecting a setting of the ion in a relatively low gear ratio setting and is left idle when the mechanism is effecting a power operation of the transmission under the control of the governor and accelerator.

Yet another object of my invention is to provide in an automotive vehicle equipped with an internal combustion engine an accelerator, a vehicle speed responsive governor, a fluid clutch, a friction clutch, a clutch peda1a selective changespeed transmission-and a transmission controlling and operating selector lever means for operating the clutches and trion including transmission operating power means controlled by the accelerator. the selector lever and the governor and power means. cooperating with the clutch pedal, for operating the friction clutch. said latter means being also controlled by the accelerator and governor. Yet another object of my invention is to so construct and arrange the parts of this mechanism that the friction clutch operating power means may be cut out of operation, whereby said clutch is then manually operated by the transmission in one of its gear ratio settings by the physical effort of the driver when the selector leveris manually moved to a certain position and for preparing the ion for a power operation when said lever is moved to another position, the power operation being controlled by an operation of the accelerator and governor.

Other objects of the invention and desirable details of construction and combinations of parts will become apparent from the following description of a preferred embodiment, which description is taken in conjunction with the accompanying drawings.V in which:

Figure 1 is a diagrammatic view of the clutch and iony operating mechanism constituting my invention the hand operated selector beneath the steering whel being moved 90 out of position to make possible a disclosure of said selector;

Figure 2 is a view. largely in section, disclosing in detail the transmission operating motor and its control valve mechanism: i

,Figures3and4areviews,takenonthelines 3-3 and l-l of Figure 2 respectively, disclosing details of part of the valve mechanism for ccntrolling the ion operating motor of my invention; l

Figure/'8 is a view disclosing in detail the crossshift lock-out switch of my invention; and

Figure 9 is another diagrammatic view of my invention disclosing, in particular, the electrical hook-up.

Referring now to Figure 1, disclosing a preferred embodiment of my `invention. a threespeeds forward and reverse transmission Il is operated by means of cranks i2 and I4, the crank I2 serving to operate the shift rail selecting mechanism of the ion and the crank i4 serving to operate that part of the transmission functioning to move the selected rail to establish the transmission in the desired gear ratio. Ilhe transmission is of a conventional type, including a second and high gear shift rail and a low and reverse gear shift rail. Such a transmission, that is, one provided with two shift rails. a crank for operating the rail selecting mechanism and another crank for actuating the shift rail operating mechanism, is now used on the 1939 Cadillac y automobileand one example of this type of transmission is disclosed in Price Patent No.12,152,914, dated April 4, 1939. No claim is made to this transmission: accordingly. no need is seen for disclosing it in. detail. Furthermore, it will be obvious that other well-known step-type changespeed transmissions, employing the aforementioned two cranks and two shift rails, might be operated by the mechanism of my invention.

My invention has to do with the manually and power operated mechanism for actuating the cranks I2 and Il, which mechanism is to a degreeA interlocked with manually or power operated mechanism for operating a conventional friction clutch having driving and driven plates forced into engagement by clutch springs.

An important feature of my invention lies in the combination oi' a fluid clutch or oft-called fluid coupling II, the aforementioned frictlonor ott-called disk plate clutch, andthe interlocked transmission and disk plate clutchoperating mechanism. The disk plate clutch is operably connected to a clutch throw-out shaft II. vto which is connected a foot operated clutch pedal 2l and a crank 22 actuated bya vacuum motor 24. The clutch pedal 2l is preferably' rotatably mounted on the shaft il and is connected to said shaft by a lost motion connection including a bent pin 23 fixedly secured at one of its ends to v the pedal 2l and contactible at its other end with the crank 22. With this mechanism the clutch l pedal remains stationary when the clutch is disures 1 and 8. To the end of the member 32 there is secured a. spherically-shaped member 34, tting within a recess in the end of a crank 36 secured to the end of a tube 38, the latter being secured to the steering post 40 of the vehicle by brackets 42 and 44. As disclosed in Figures 1 and 6, a hollow housing member 46 is secured to the end of the tube 38 and a selector lever 48 is pivotaily mounted at 50 to said member. Rotation of the selector 48, in a plane parallel to the steering wheel 52 of the vehicle, serves to rotate the tube 38 connected thereto which, in turn, through the intermediary 0f the crank 36 and its universal connection with the member 32, places the rod 30 either in tension or in compression to rotate the shift rail operating crank I4. This mechanism for manually operating the crank I4 constitutes an important feature of my invention, for with such a mechanism said crank may be operated manually in ably connected to a lever 54 pivotally mounted on a support 56 for the steering post. To one end of the lever 54 there is pivotally connected a rod 58, which extends through a housing member 50, also secured to the support 56. Flrom the member 60 the rod 58 extends through the tube 38 and is provided, at its upper end, with a pin 62. One end of the selector 48 is provided with an opening, and the selector is, as disclosed in Figure 6. sleeved over the pin 62. A spring 66, surrounding the rod 58 and interposed between a seat 68 in the housing member 46 and the end of the selector. serves to move or bias the rod upwardly and thereby maintain the crank i2 in position to effect a second or high gear operation of the transmission; that is, unless the driver of the vehicle rotates the selector upwardly or counterclockwise, in a plane perpendicular to the plane of the steering wheel, the compressed spring 66 serves to maintain the selector in position preparatory to placing the transmission either in second or in high gear by the power means described in detail hereinafter. The manual operation of the transmission to establish the same in either reverse gear or low gear is accomplished by rotating the selector in a plane parallel to the plane of the steering wheel. There are thus three operative positions in which the selector is most often placed with the mechanism of my invention. One of these positions ls described above wherein the selector is biased by the spring 66 to a position preparatory to effecting a power operation of the transmission. This may be termed the automatic or power position of the selector; and the two other positions in which the transmission is most often placed are its low gear and reverse gear positions. Of course, the selector may also be placed in a transmission neutral position and should all of the power means fail the selector may be manually moved to establish the transmission in either second gear or high gear.

Describing now the valvular mechanism for controlling the operation of the transmission operating motor 21, the piston or power element 26 of the motor divides the same into two compartments 10 and 12. The gaseous pressure within these compartments determines the differential of pressures acting upon the piston vto move it to rotate the crank I4 clockwise or counterclockwise, and thus establish the transmission in gear. This gaseous pressure is controlled by a valvular unit 16, disclosed in detail in Figures 2, 3 and 4, said unit including a two-part body member 18, clamped by bolts to a bracket 82 secured to the casing 84 of the motor 21 by rods 86. To the body member 18 of the valve unit there is secured a housing 88 within which are secured solenoids 90 and 92. To the armatures 94 and 86 of said solenoids there are secured valve members 88 and |00 respectively.

Describing now the electrical circuits and switches for controlling the operation of the solenoid 90, the connection between a grounded battery |02 and the ground to complete the circuit includes an ignition switch |041, a dashmounted lock-out or cut-out switch |06, a clutch or manually operated breaker switch |08, a crossshift lock-out switch I|0, solenoid 90 and a power operated switch ||2. These switches are, as disclosed in Figure 9, connected in series. As to the solenoid 92, which is in parallel with the solenoid 90, the circuit includes the aforementioned switches |04, |06, |08 and ||0, the solenoid 82 and a two-pole switch ||4 operated by a propeller shaft operated ily-ball governor ||6 ol any well-known design.

Such a governor is disclosed in Figure 7, wherein the ily-balls I I8 are. through the intermediary of links |20 and |22 and collars |24 and |26, actuated by a shaft I 28, to which shaft there is secured a gear |30 meshed with a gear. not shown, driven by the propeller shaft of the vehicle or means connected thereto. The collar |24 is provided with a groove receiving one end of a lever |32 pivotally connected to a link |34, which is pivotally connected to a lever |36 fulcrumed at |38. The end of the lever |36 constitutes a contact member |40 alternately movable into contact with either contact |42 or contact |44, depending of course upon the speed of the vehicle. When the vehicle is moving at, say, ve M. P. H. or less, lever |36 is moved so as to bring contacts |40 and |42 into engagement; whereas, when the vehicle is moving at, say. fteen M. P. H. or at a higher speed, said lever is moved so as to bring contacts |40 and |44 into engagement. The governor and its connections, to which no claim is made, may of course be adjustable to effect the desired operation of the switch.

Describing now in detail the cross-shift switch |I0, which is disclosed in detail in Figure 8, the same comprises a contact |46 mounted on one end of a lever |48 pivoted at |50 to a bracket |52. The bracket is secured to the housing member 60 and is provided with an opening to receive a pin |54 secured to the lever |48. The end of said pin is rounded to cooperate with a cone |56 xedly secured to the rod 58. When the se lector 48 is rotated counterclockwise, in a plane perpendicular to the plane of the steering wheel, the rod 58 and its connected cone |56 are moved downwardly, thus forcing the cone into contact with the pin |54 to move the latter outwardly. This operation serves to rotate the lever |48 about its fulcrum to thus move the contact |46 out of engagement with a contact |58 and break thecircuit to the solenoid 90.

The power operated switch I I2, disclosed in detail in Figure 2, includes a two-part housing |60. Between the parts of the housing there is seto the diaphragm |82, and part of contact i,

is wired to the chassis of the vehicle to eifect a ground connection. The housing and the diaphragm ||2 together constitute a pressure diiferential operated motor |1| for operating, together with the spring the switch i|2: accordingly, the switch may be said tobe power operated.

The cut-out or oft-called lock-out switch and the clutch operated switch are not disclosed inv detail, inasmuch as they are merely breaker switches of conventional design.

.Describing now the power means. Figure 5, for operating the disk plate clutch, a three-way valve unit |14 serves either to connect a compartment ergize the motorl and thereby permit the clutch springs to maintain the clutch engaged or to connect said compartment to a source of vacuum,

preferably the intake manifold |1|. to partially evacuate the compartment and thus energize thev motor to effect a disengagement of the clutch. As disclosed in Figure l and as diagrammatically disclosed in Figure 5. the three-way valve, which will be described in greater detail hereinafter, includes a casing secured to thecasing |82 of the motor 24, said casing housing'a valve member ||4 secured to the end of an armature constituting the movable part or power ele-v ment of a solenoid The solenoid is energized to lmove the armature upwardly by closing an electrical circuit including. in series. the ignition switch ||4. a cut-out or-breaker switch ilu, preferably mounted on the dashboard of the vehicle, a breaker switch ||2 operated by the accelerator ||4 of the vehicle. the solenoid and a breaker switch operated by the second and high gear shift rail to open or break the switch when and only when the transmission is in high gear. At all other times the switch is closed. that is, when the transmission is in reverse gear, secorijd gear. lowv gear or neutral. These breaker switches are not disclosed in detail, inasmuch as no claim is made thereto: furthermore, they are well known to those skilled in this art. 9

It may be stressed here that the governor operatedv switch ||4, disclosed in detail in Figure "1. constitutes one of the important features of my invention; for with this mechanism there 'is provided an interlock between the .clutch and trans,-

mission operating mechanisms. As to the interrelation of the switches ||4 and ||B, when the contacts |40 and |42 are engaged. that is. when the speed of the vehicle is equal to or less than five M. P. H.. a ground connection is made-,irrespective of whether or not the switch l -is open or closed. This interlock feature willbe referred to hereinafter.

, Describing now the complete operation of the transmission and clutch operating mechanism constituting my invention, and incidentally complating the detailed description thereof. we will assume the dash-mounted switches ||4, |08 and I to be closed and the internal-combustion en gine to be idling.v thereby creating a partial vacuum in the Vintake manifold |1| of the internal-combustion The accelerator ||4 is at the time released. thereby closing the breaker switch |2. Furthermore. the cross-shift switch 8 |I| is closed. inasmuch asthe selector .4| is at -the time biased by the spring to its second and high gear cross-shift position. Incidentally, the selector is, in Figure 1, shown out of p'osition for the purpose of more clearly disclosing the invention.` The switch is at the timeclosed. inasmuch as the transmission'is not in l high gear. The power operated switch ||2 is at the time closed by power means. that is. lthe spring l". and the'contacts and |42 of the switch ||4 are in engagement,\in\asmuch as the a duct 2|4 in the valve casing ports 2|| and 2|| in said casing and conduits 2|| and l2|2 leading, to the intake manifold |1|. The piston2|4 of the clutch motor 24 is thus subjected to a" differential of pressures, for a compartment 2li of the motor is at the time subjected-to atmospheric pressure via openings 22| in the end plate structure of thel cylinder m. The air passing through said openings is filtered by .suitable means such as steel wool 22| or its equivalent. A'

plug 22| is inserted in the inner end ofthe rod 2|| to prevent the withdrawal of air from the interior of said rod. The piston 2|| is'accordingly moved to the left to eiIect a disengagement of the-clutch, and when the clutch is dis-4 engaged a crank 224, Figure l, is moved suinciently to close the switch The closing of the switch closes the circuit includingthe solenoid accordingly. the latter is energized. 'I'he armature |4 is thus moved to the position disclosed in Figures 2 and 3,' opening the valve and interconnecting the compartment 1| of the transmission operating motor 21 with the intake manifold via a conduit 22|, port 22| in the valve body member, a duct 23|, a port 232 and a vduct 224 in'said member. and a conduit' 23| leading to the conduit 2|2.

which leads to the intake manifold.- The'ccm-y partment 1| being connected to the intake manie fold is immediately partially evacuated andthesubjected to a differential of pressures, compartment 12 of the motor 21 being at the time vented to the atmosphere via a conduit 22| and ports 24| and 24.2, Figure 3.

lAfter the transmission is established in second gear. the accelerator is then depressed to speed up the engine and engage the clutch. Describ-` ing the clutch engaging operation of the motor 24. when the accelerator is depressed. the switch ||2 is opened, thereby deenergizing the solenoid permitting a spring 244 to move the armature and its connected valve member ||4 downwardly. the latter member seating upon a valve seat 24|. The compartment |1| of the :no tor 24 is then vented t'o the atmosphere via conduit 2|2. duct2|4. a port 24|. ducts 2|| and 2|2.

9 ports 254 and 255 and the air cleaner 255. 'Ihe ports 254 and 255 register to effect this result, for when the clutch springs begin to move the driving clutch plate toward its clutch engaged position in contact with the driven plate of the clutch, that is, when the piston begins its movement to the right, Figure 5, there is created by the action of the springs a partial vacuum in the compartment |15 and the aforementioned fluid transmitting connections interconnecting said compartment with the duct 252. A reciprocable tubular valve member 250, biased to the position disclosed in Figure 5 by a spring 252, is moved to the left, Figure 5, to eil'ect the aforementioned registering of ports 254 and 255. The spring 252` is sleeved over a stem 253, secured to and extending from one end of said valve member, and is interposed between a nut 251, threadedly mounted on the stem 253, and a plug 255. This movement of the valve member' 255 to the left is effected, inasmuch as said member is at the time subjected to a differential of pressures overcoming the effect of the spring 252; for the duct 252 is partially evacuated, thus subjecting the inner face 254 of the valve member to the rarefled air, and the right-outer face 255 ofthe valve member is vented to the atmosphere via an opening 255 in the plug 255. When the clutch l solenoid |55 is accordingly closed and the threeway valve |14 again operated to open the valve. 'I'he motor 24 is accordingly again energized, the friction clutch is disengaged and the switch is again closed.

Describing now an important feature of my invention, Iwhen the switchv |05 is closed and the contacts |40 and |44 of the switch ||4 engaged. the circuit including the solenoid 52 is completed, resulting in an energlzation of said solenoid. The armature 95 of the solenoid 52 is thus moved to the right, Figure 3, to seat the valve member |00 upon a seat 252 andi connect the compartment 12 of the motor 21 with the intake manifold. As soon as the evacuation of the compartment 12 is initiated, a compartment 254 ofthe switch operating motor |12 is also evacuated, for the compartment 12 and 254 are interconnected by the tube |54. The diaphragm |52 is then subjected to a differential of pressures, for a compartment 205 of the motor is vented to the atmosphere via an opening 255 in the housing |50. The diaphragm |52 is thus moved upwardly, Figure 2, to open the switch plates contact, the movement of the driving clutch plate is appreciably slowed down, immediately resulting in an appreciable increase of the gaseous pressure within the compartment |15. The spring 252 then moves the valve member 255 to the right to the position disclosed in Figure 5, a relatively small port 250 in the valve member coming into registry with the port 255. A relatively slow bleed of air into the compartment |15 is then initiated. There is thus effected two distinct stages of movement of the driving clutch plate as it moves into complete engagement with the driven clutch plate, the first stage being relatively fast by virtue of the rapid inrush of air into the compartment |15 and the second stage being relatively slow by virtue of the relatively slow bleed of air into said coxnpartment via the registered ports 255 and 255. The time of operation of the valve member 250 may be regulated by an adjustment of the nut 251, which determines the load exerted by the spring upon the valve. The fluid coupling I5 cooperates with the friction clutch operating two-stage motor 24 for said fluid coupling cushions the shock when the driving clutch plate of the friction clutch contacts the driven plate of said clutch: furthermore, the fluid clutch cooperates with the clutch control motor to effect the desired smooth engagement of the friction clutch, that is the desired Vacceleration of the vehicle during the aforementioned second stage clutch engaging operation of said motor.

The clutch being engaged, the accelerator is depressed to speed up the engine to effect the desired speed of the vehicle. When this speed equals, say, fifteen M. P. H. or the top setting of the governor ||5, whatever, it may be, the contacts and |44 engage each other. making possible a high gear operation of the transmission.

Should the driver desire to effect an up-shift operation of the transmission, that is a shift of the transmission into high gear, he merely has to release the accelerator, for a release of the accelerator results in a closing of the switch |92, and since the transmission is then in second gear the switch |95 is closed. The circuit to the and the drivewheels of the vehicle.

||2 and deenergize the solenoid 90. The compartment 10 of the motor 21 is thus vented to the atmosphere and there results a movement of the piston 25 to the right to effect a. clockwise rotation of the crank |4 to place the transmission in high gear.

The transmission having been established in high gear, the accelerator is again depressed to 'effect a clutch engaging operation of the motor 24 and an opening of the throttle to speed 11p the vehicle. Assuming the vehicle to be'traveling at or above fifteen M. P. H. Vto maintain the contact |40 away from contact I 42, subsequent release of the accelerator will not effect a. clutch disengaging operation of the motor 24, for it will be remembered that when the transmission is in high gear the second and high gear shift rail functions to open the switch |55. Both the solenoid |50 and the motor 24 are accordingly deenergized and the clutch remains engaged. However.' should the speed of the vehicle be reduced to five M. P. H. or less, and the transmission remain in high gear, the circuit necessary to energize the solenoid |58 will be completed and the clutch will be automatically disengaged.

There is thus provided manually and power operated means for operating both the friction clutch and the change-speed transmission of the automombile. such means cooperating with the fluid clutch i5, which is placed ahead of the friction clutch in the power transmitting connection between the internal-combustion engine With the clutch and transmission operating mechanism of my invention, the friction clutch is automatically disengaged and the transmission is automatically placed in second gear, that is shifted down when the vehicle is stopped and the accelerator is released. Upon depressing the accelerator. the friction clutch is engaged and the vehi cle is placed in motion, the torque being transmitted through the fluid clutch I5; and as previously described the two-stage engagement of the friction clutch b'y means of the motor 24 cooperates with the fluid couplirvr in effecting both a smooth start of the vehicle from rest and a smooth coupling of the internal-combustion engine with the transmission when the vehicle is in motion and after the transmission has been operated to shift gears; and the fluid coupllng cooperates with the transmission operating power means of my invention, for because of the so-called yielding operation of said coupling, described hereinafter, the car may be started from rest with the transmission established in a relatively high gear ratio setting.

If the friction clutch operating power means of my invention is either by accident or design rendered inoperative, then said clutch should be manually disengaged to facilitate the manual operation of the transmission in placing the same in either its low gear or its reverse gear setting, for if this is not done there would be difliculty in demeshing and meshing the gears of the transmission due to the operation of the uid coupling. It is to be noted that when the friction clutch is manually engaged the fluid coupling cooperates with said clutch in effecting either a smooth start of the vehicle, that is a relatively low acceleration, or a smooth re-coupling of the engine with the propeller shaft of the vehicle after an operation of the transmission. After the vehicle is under way there is then no need to disengage the Lfriction clutch to effect a smooth low gear to 'second gear or second gear to high gear up-shift operation of the transmission by the motor 21, for when the accelerator is released to idle the engine the torque of the latter is reversed, that is, the engine is thentno longer acting as a prime mover or source of power to drive the car.

This smooth up-shift operation of the transmission is then made /possible by virtue of the reversal of the engine torque and the operation of the fluid coupling and a free-wheeling unit referred to hereinafter. Explaining the operation of the latter mechanisms during this upshift operation of the transmission the fluid coupling by virtue of the uid therein acts as a yieldable member and the free-wheeling unit serves to unload the gears of the transmission from the then rotating propeller shaft of the vehicle. It follows, therefore, that despite the existing connection between the engine and the transmission as a result of the engagement of the friction clutch, the gears of the transmission may be easily demeshed and remeshed. It is also to be noted that if, for any reason, the freewheeling unit 5| fails to operate, the uid coupling would of itself yield sufliciently, when the accelerator is released to idle the engine, to make possible the aforementioned smooth up-shift operation of the transmission.

Assuming that the clutch operating motor 24 is inoperative to disengage the clutch and that the vehicle is under way in its low gear settingr then if the speed of the vehicle is sufficiently low to operate the governor operated switch I4 by closing the contacts |40 and |42 the motor 21 will upon release of the accelerator be energized to establish the transmission in its second gear setting. It is necessary, of course, that the switch IIB be closed tofmake this operation possible; however. this is easily done, prior to starting the car from rest and when the motor 24 is inoperative by disconnecting the crank 22 from the crank 224 and then rotating the latter to close the switch |08. Itis also necessary, to effect this change from low gear to second gear, to move the selector lever 48 from its low gear to its automatic position thereby closing the switch ||0 to make possible a power operation of the transmission. A manual disengagement of the friction clutch is not necessary to effect this second gear operation of the motor 21, for when the engine torque is reversed by releasing the *acl2 ceierator the fluid coupling II acts as a yieldable member in the force transmitting means interconnecting the engine and transmission. and because of this yielding action, which may be explained by the fact that 'at this time the impeller of the fluid coupling is churning the fluid and moving relative to the rotor of the coupling. very little resistance is encountered to hinder the demeshing operation and the meshing of a new' set of gears to establish the transmission in its second gear setting, and it is to be remembered that upon releasing the accelerator in the intake manifold is partially evacuated, thereby creating a source of vacuum which makes possible the en ergization of the motor 21. To establish the transmission in high gear, that is effect an up shift operation thereof, the car is speeded up suiliciently to close the contacts |40 and |44 and the accelerator is released to reverse the engine torque and effect the necessary vacuum within the intake manifold to again energize the motor 21. I It is to be particularly noted that with the mechanism of my invention. there is provided a transmission operating mechanism which is con@ trolled in large measure by the clutch pedal 2l. the selector 48, the uid coupling I6, the accelerator |94 and the vehicle speed responsive governor H4, for the accelerator controls the engine torque and the switch |92 and by closing the butterfly valve of the carburetor controls the source of vacuum. The selector is manually operated to place the transmission in low gear or reverse gear and is movable to a certain position to prepare the power operation of the transmission, the clutch pedal is used irrespective of whether or not the clutch operating power means is operative. the fluid coupling is operative to facilitate an operation of the transmission when the same is being established in either second gear or high gear and cooperates with the friction clutch to effect a smoothcoupling of the engine and transmission and the governor operated switch is so electrically connected to the valveactuating electromagnetic means of the motor 21 that the governor with the cooperation of the accelerator control the operation of the said motor., And as heretofore described it is also to be particularly noted that it is not necessary for the clutch control motor 24 to function to make possible an operation of the transmission operating motor 21, for with the switch I closed said motor is completely controlled by the electrical means, the accelerator and the governor.

vWith the clutch control mechanism in operation the accelerator and governor together with-the clutch pedal. selector and fluid coupling constitute the principal controls for effectively operating the transmission. Here again. however. the transmission operating motor 21 is completely controlled by the electrical means, the accelerator and the governor. It is again stressed that when the clutch control is inoperative and the switch |08 is closed preferably by an operation of the personally operated clutch pedal 2l, then a manual operation of the friction clutch in `con- Junction with the manual operation of the transmission and the operation of the fluid coupling effects a smooth start of the vehicle from rest, and thereafter the clutch pedal is personally operated to disengage the clutch and to close the switch |08 to make possible the power operation of the transmission.

As to the need for a clutch pedal when the clutch control mechanism is operative the clutch should be disengaged byy the operation of said pedal prior to cranking the engine. for until the engine is cranked the intake manifold is not evacuated; accordingly, the friction clutch is then engaged and if perchance the transmission is not in neutral then upon cranking the engine with the transmission in gear and the friction clutch engaged the car would move, or at least tend to move despite the yielding action of the fluid coupling. The clutch pedal is also needed to manually disengage the clutch when the transmission is in high gear above the clutch control governor speed, that is, when the contacts |40 and |42 are not in engagement with each other.

As to the cooperation between the transmission operator of my invention and the fluid clutch, it is, of course, preferable to place the transmission in second gear rather than in high gear prior to starting the vehicle. With the mechanism heretofore described, this is automatically accomplished. Furthermore, it is particularly desirable, with the use of a fluid clutch, to place the transmission in high gear after the vehicle has been brought up to the desired speed, and my transmission operator automatically accomplishes this setting of the transmission by merely releasing the accelerator. The power operation of the transmission and friction clutch may be completely eliminated however by opening the dash-mounted cut-out switches |06 and |90. The operation of the vehicle is then limited to the manual operation of the accelerator, the selector 48, the clutch pedal and the brake pedal, the latter being applied to decelerate the vehicle and also being applied if the vehicle tends to creep after it is brought to a stop; and with the transmission and clutch operating power means completely inoperative there is no need for a manual disengagement of the friction clutch preliminary to effecting the manual operation of the transmission in shifting from second gear to high gear or from high gear to second gear, for the operation of the fluid coupling together with the reversal of the engine torque by the release of the accelerator makes possible this operation of the transmission without disengaging the friction clutch. If desired the vehicle may be provided with the aforementioned free-wheeling unit which may be cut out of operation by mechanism including a crank actuated by manually actuated linkage extending to the drivers compartment. Accordingly, when the driver wishes to render this freewheeling mechanism operative, that is to provide a uni-directional drive, he rotates the crank 5| to its operative position. When the driver wishes to disable the free-wheeling mechanism. that is positively connect the driving shaft of the transmission with the propeller shaft of the vehicle, he moves the crank 5| back to its inoperative position. This free-wheeling mechanism which is usually an overrunning clutch, cooperates with the fluid clutch and/or the friction clutch in facilitating the operation of the transmissiom for when the friction clutch is disengaged and the vehicle is in motion the transmission is isolated. Substantially the same effect results if the friction clutch is not disengaged, for the slipping fluid clutch transmits very little power when the engine is idling.

Discussing the cooperation between the power means for operating the clutch and the power means for operating the transmission, the governor ||8 and the switch |I4 operated thereby constitute parts common to both power means,

14 said parts cooperating with the shift rail operated switch |96 and with the switch ||2, which in part controls the shifter motor 21.

In brief, the cooperating change-speed transmission, the transmission and clutch operating means and the two clutches constituting my invention provide a very simple and compact mechanism for transmitting driving power from the internal-combustion engine to the rear wheels of the vehicle.

This application is a division of my application, Serial No. 295,003, filed Septemberl l5, 1939, together with a description of the operation of the mechanism disclosed in said application when the friction clutch operating power means is inoperative and the switch |08 is closed. This application matured into the Patent No. 2,296,289, dated September 22, 1942.

While one illustrative embodiment has been described, it is not my intention to limit the scope of the invention to that particular ernbodiment, or otherwise than by the terms of the appended claims.

I claim:

l. In an automotive vehicle provided with an accelerator, a friction clutch and a changespeed transmission, means for operating the clutch and transmission including a pressure differential operated motor operably connected to the clutch, means for controlling the operation of said motor including an accelerator operated switch and a governor operable in accordance with the speed of the vehicle, pressure differential operated means for operating the transmission to establish the same in one or another of a plurality of gear ratios, and means for controlling the operation of said latter motor including said governor, a plurality of electromagnetically operated valves. and a switch operated by said first-mentioned motor.

2. In an automotive vehicle provided with an accelerator, the combination with a fluid clutch. a friction clutch and a change-speed transmission positioned, in the order named, in the power transmission mechanism interconnecting the internal-combustion engine and the driving wheels of the vehicle, of power means controlled in part by the accelerator for disengaging the clutch when the accelerator is released and the speed of the vehicle is decreased to or below a predetermined factor, power means automatically operative to place the transmission either in second or in high gear depending upon the speed of the vehicle, and vehicle speed-responsive means for in part controlling the operation of both of said power means whereby when the vehicle is stopped the clutch is disengaged and the transmission is placed in second gear.

3. In an automotive vehicle provided with an internal-combustion engine, a carburetor and a propeller shaft, means for transmitting power from the engine to said shaft including a fluid clutch, a change-speed transmission and a friction clutch positioned between said transmission and fluid clutch, and means for effecting an operation of the engine, the transmission and both of the aforementioned clutches, said latter means including power means for operating the transmission to establish the same either in second gear or in high gear, power means for disengaging the friction clutch when the vehicle is brought to a stop, and means for controlling the operation of both of said power means including an accelerator and speed-responsive means, and

further including a'manually operated selector mounted within reach of the driver of the vehicle. Y 1

4. Power transmission mechanism for an automotive vehicle provided with an internal-combustion engine and a propeller shaft including, in combination, a-fluid clutch, a change-speed transmission havin'g two shift rails and a friction vclutch interposed between said fluid clutch and the transmission, together with means for effectving an operation of said power transmission y mechanism including power means for operating the friction clutch, power means for operating the transmission, and means for controlling the operation of both of said power means including the accelerator which in part controls the operation of both of said clutches and the engine, an accelerator operated breaker switch for controlling the clutch operating power means, a power operated switch for in part controlling the operation of said transmission operating power means. a switch operated by a propeller shaft operated governor, the latter switch serving in part to control the operation of both of said ypower means, and a breaker switch opened by the second and high gear shift rail of the transmission when said rail is in position to establish the transmission in high gear;

5. In an automotive vehicle provided with an internal-combustion engine, a carburetor, a power and manually operated change-speed transmission, a manually operated transmission controlling selector lever, a propeller shaft operated governor, a friction clutch operated at times by power and a fluid clutch interposed between the friction clutch and the engine and operative, in cooperation with the friction clutch when the latter is being engaged after being disengaged by power, t eil'ect the desired acceleration of the vehicle from rest and also operative to eiect the desired acceleration of the vehicle when the friction clutch is engaged and is not operable by power, means for operating land controlling the operation of said clutches. transmission and carburetorincluding an accelerator, a pressure differential operated motor for operating the change speed transmission and a pressure diiferential operated motor for at times operating the friction clutch, valve means for controlling the operation of said motors, means for controlling the operation of said valve means including a plurality of solenoids, means for controlling the operation of one of said solenoids for the valve means controlling the clutch motor including a switch so connected with said governor that the switch is closed when the speed of the vehicle is at or below .a predetermined factor and an accelerator operated switch which is closed when the accelerator is released to idle the engine, and means for controlling the operation of the solenoids for the transmission motor aforesaid comprising a circuit including a third switch, said third switch being adapted to close upon the aforesaid disengage- I8 driver for operating the friction clutch,'manually operated means for establishing the transmission either in its reverse gear setting or in a forward gear setting, power means for operating the transmission to establish the same in certain of its forward gear settings, and means for controlling the operation of said power means including a plurality of controls comprising an accelerator operated switch operative, together with certain of said controls, to effect an Lip-shift operation of the transmission operating power means when the accelerator is released and further including a governor operated switch operative, together with certain of said controls, to effect a downshift operation of the transmission operating power means when the vehicle is travelling below acertain speed. l

7. In an automotive vehicle provided with a steering wheel and a power plant including an internal-combustion engine. a manually operaable friction clutch, a-manually and power operated change-speed transmission which may be established in a plurality of different settings, a fluid coupling interposedl in the connection between the engine and clutch and cooperating with said clutch to effect a smoothstart of the vehicle from rest and a smooth coupling of the internal combustion engine with-the transmission after the transmission has been operated whenthe vehicle is in motion, and a manually operable accelerator for in part controlling the operation of the internal-combustion engine, the uid coupling, and the change-speed transmission, means for operating the transmission preliminary to starting the vehicle in motion or to change the driving ratio between the engine and propeller shaft after the vehicle is in motion and operative only after the torque of the engine has been reversed by substantially reducing its speed, said means including amanually operated selector lever mounted adjacent the steering wheel, force transmitting means connecting said lever with the transmission and manually operable by the selector lever to selectively place the transmission in a reverse gear setting or in a relatively low gear forward speed setting or to prepare the transmission for an operation by power, power means. force ytransmitting means connecting the power means with the transmission, said power means including a motor having a power element therein subjectable to differentials of pressure, valve means for controlling the operation of said motor by controlling the gaseous pressure within said motor. means for operating said valve means comprising yieldable means and electromagnetic means and means for controlling the operation of said valve operating means including a vehicle speed ment of the clutch by the clutch motor, such or in a reverse gear setting, a friction clutch and ajfluid clutch interposed between the` internalcombustion engine and the friction clutch;

means operated by the physical eiort of the` responsive governor, a switch operatedI by said governor and wired to said electromagnetic means, the parts of said aforementioned mechanism being so constructed and arranged as to effect either the aforementioned reverse gear or relatively low gear forward speed settings of the transmission by disengaging the clutch and moving the selector lever to one or the other of two positions and to make possible a power operation of the transmission by moving the selector lever to a certain position, the power operation4 being then effective to automatically establish the transmission in a relatively low gear ratio setting when the speed of the vehicle is reduced' sufficiently to effect an operation of the Agovernor operated switch and to automatically establish the transmission in a relatively highwgear ratio setting when the speed of the vehicle is increased sumciently to again effect an operation of the governor operated switch.

8. In an automotive vehicle provided with a power plant including an internal combustion engine, an accelerator for in part controlling the operation of said engine and other mechanisms of the power plant, a. change-speed transmission having a plurality of forward speed settings and a reverse gear setting, a friction clutch positioned between the transmission and engine and a clutch pedal for operating said clutch, a uid coupling positioned between the friction clutch and engine said coupling cooperating with the friction clutch to effect a smooth start of the vehicle from rest, means for operating the transmission after and only after the internal combustion engine has been conditioned to reverse thedrivirig torque thereof, that is substantially disable the engine as a prime mover to propel the vehicle, said transmission operating means including transmission operating force transmitting meins extending from the casing of the transmission, a manually operated transmission operating and controlling selector member conveniently mounted for operation by the driver within the drivers compartment, force transmitting means interconnecting said selector with a, portion of the aforementioned force transmitting means and movable by the selector to establish the transmission in its reverse gear setting and also movable to so actuate the aforementioned transmission operating force transmitting means as to prepare the transmission for its operation by power means, a motor operably connected with a portion of the force transmitting means extending from the transmission casing, said motor including a power element subjectable to differentials of pressure, valve means for controlling the operation of said motor by controlling the gaseous pressure withiii said motor, means for operating said valve means comprising yieldable means and electromagnetic means and means for controlling the operation of said valve operating means including a vehicle speed responsive governor, a switch operated by said governor and wired to said electromagnetic means, the parts of said aforementioned mechanism being so constructed and arranged as to effect a reverse gear setting of the transmission by the physical eiort of the driver and effect by said motor, a, power operation of the transmission after the selector has been moved to a certain position said power operation being eiective to automatically establish the transmission in a relatively high gear ratio setting when the speed of the vehicle is increased sufficiently to effect an operation of the aforementioned governor operated switch and when the accelerator is released to reverse the engine torque by substantially reducing the speed of the engine.

9. In an automotive vehicle provided with a steering wheel and a power plant including an internal combustion engine, a manually operable friction clutch, a manually and power operated change-speed transmission, a uid coupling interposed in the connection between the engine and friction clutch and cooperating with said clutch to eiect a smooth start of the vehicle from rest and a smooth coupling of the internal combustion engine with the transmission after the latter has been operated when the vehicle is in motion, and a manually operable accelerator for in part controlling the operation of the internal combustion engine and the change-speed transmission, means for operating the transmission to start the vehicle in motion or after the vehicle is in motion and after the torque of the engine has been reversed by substantially reducing its speed, said means including a manually operated selector lever mounted adjacent the steering wheel, force transmitting means connecting said lever with the transmission and manually operable by the selector lever to selectively place the transmission in a reverse gear setting, in a relatively low gear forward speed setting or to prepare the transmission for its operation by power, power means and force` transmitting means connecting the power means with the transmission, said power means including a motor having a power element therein subjectable to differentials of pressure, valve means for controlling the operation of said motor by controlling the gaseous pressure within said motor, means for operating said `valve means comprising yieldable means and electromagnetic means and means for controlling the operation of said valve operating means including a vehicle speed responsive governor, a switch operated by said governor and wired to said electromagnetic means, the parts,I of said aforementioned mechanism being so constructed and arranged as to efiect either a reverse gear or a relatively low gear forward speed setting of 'the transmission by manually disengaging the clutch and moving the selector lever to one or the other of two positions and to effect a power operation of the transmission by moving the selector lever to a certain position the power operation being effective to automatically establish the transmission in a relatively low ratio gear setting when the speed of the vehicle is reduced sufilciently to effect an operation of the aforementioned governor operated switch and to automatically establish the transmission in a relatively high gear ratio setting when the accelerator is released to reduce the speed of the internal combustion engine and when the speed of the vehicle is sufficiently increased to effect another operation of the governor operated switch.

10. In an automotive vehicle provided with a power plant including an internal combustion engine, a manually and power operated changespe'ed transmission which may be established in a plurality of forward gear settings and a reverse gear setting, a manually and power operated friction clutch positioned between the transmission and engine and a fluid coupling positioned between the friction clutch and theengine, a pressure differential operated two-stage motor for operating the friction clutch, valve means for controlling the operation of said motor, means including electromagnetic means for operating said valve means, a pressure differential operated motor for operating the transmission to establish the same in some of its gear ratio settings, valve means for controlling the operation. of said latter motor, m'eans including electromagnetic means for operating said latter valve means, means for controlling the operation of both of the aforementioned valve operating means comprising an accelerator operated switch means electrically connected to the first mentioned electromagnetic means, a vehicle speed responsive governor and switch means operated by said governor, said latter means being electrically connected to both of said electromagnetic means, an accelerator for in part controlling the operation of the transmission operating motor, the clutch operating two-stage motor, the internal combus- 19 f tion engine and the fluid coupling through the intermediary of the internal combustion engine, the aforementioned mechanism being so constructed andarranged as to automatically effect a disengagement of the friction clutch by the clutch operating motor and effect a relatively low speed gear ratio setting of the transmission by the n operating motor when the accelerator is released to operate the switch means -connected thereto and the speed of the vehicle is reduced sufficiently to operate the governor operated switch means and also so constructed and arranged as to effect a smooth couplina the internal combustion engine and' n by the cooperation of the two-stage clutch control motor and the fluid coupling.

1l. In an automotive vehicle provided with a power plant including an internal combustion engine, a manually and power operated selective gear o a manually and power operated friction clutch positioned between the engine and the on and a iiuid coupling positioned between the friction clutch and engine, a manually operated clutch pedal for disengaging the clutch prior to "cranking the engine, power means for operating the friction clutch, a manually cperated on operating selector lever. power means for operating the transmission, an accelerator for in part controlling the operation of the internal-combustion engine, the uid coupling, the clutch operating power means and the on operating power means. force transmitting means interconnecting the clutch pedal and friction clutch, force transmitting means interconnecting the selector lever and on and operative, when the selector lever is moved to one position, to establish the on in reverse gear by the physical effort of the driver and also operative when the selector lever is moved to another position to establish the on in one of its forward gear settings by the physical eort of the driver, said power means comprising a vacuum operated motor operatively connected to the clutch and a motor operatively connected to the transmission, valve means for controlling the operation of said motors, means including electromagnetic means for operating said valve means. and means for controlling the operation of said electromagnetic means including an accelerator operated switch means electrically connected to the clutch mo'wr valve controlling electromagnetic means, a vehicle speed responsive governor and a governor operated switch means electrically connected to the met mentioned electromagnetic means, the parts of the aforementioned mechanism being so constructed and arranged that when the selector lever is moved to a certain position, the accelerator is released and the speed of the vehicle is below a predetermined factor, there is effected a disengagement of the clutch by the clutch operating motor and an operation of the transmission by its motor to establish the transmission in a relatively low gear ratio setting, said parts of the mechanism being also so constructed and arrangedas to effect. when the accelerator is released and the speed of the vehicle is above the aforementioned factor, an operation of the transmission by its motor to establish the transmission in a relatively high gear ratio setting.

12. In an automotive l.vehicle provided with a steering wheel, and a power plant including an internal combustion engine, a selective gear on, a friction clutch interposed in the power plant between the on and engine,

a uid coupling interposed in the power plant between the engine and friction clutch and an acceleratorv for in part controlling the operation of the internal combustion engine, the two' clutches and the on. a manually operated selector lever mounted adjacent the steering wheel. force transmitting means interconnecting the lever with the transmission and operable when the selector is moved to one of its positions to establish the transmission in its reverse gear setting and operable when the selector is placed in another position to prepare the transmission for its operation by power, power means for in part operating both the friction clutch and the transmission, said power means including a motor operably connected to the clutch, a motor operably connected to the transmission, valve mechanism for controlling the operation of said motors including valve means for controlling the clutch operating motor and valve means for controlling the transmission operating motor, means for actuating said valve means comprising electromagnetic means, part of said latter means serving to operate a part of the valve means of the clutch operating motor and another part of said electromagnetic means serving to operate the valve means of the transmission operating motor, and means for operating said electromagnetic means including a vehicle speed responsive governor, a switch mechanism operated by said governor and electrically connected to/said electromagnetic means, and accelerator operated switch means electrically connected to the governor operated switch and to the electromagnetic means and which operates the aforementioned valve means of the clutch operating motor.

13. In an automotive vehicle provided with an internal combustion engine, a throttle controlling accelerator, a transmission operating shift lever mounted adjacent the steering wheel of the vehicle, a friction clutch and a three-speeds forward and reverse change-speed transmission, power means for operating both lthe transmission and the clutch, said means including a pressure differential operated clutch operating motor, a. three-way valve for in part controlling the operation of said motor, a solenoid for actuating said valve and a pressure differential operated motor operative only to establish the transmission in either a second gear setting or a high gear setting, valve means for in part controlling the operation of said last mentioned motor, solenoids for actuating said valve means, said power means further including electrical means for controlling the aforementioned solenoids, said electrical means comprising an accelerator o perated switch wired to the aforementioned threeway valve operating solenoid, a governor operated switch wired to the aforementioned solenoids for actuating the valves of the transmission operating motor and operative to selectively condition the transmission motor controlling means to effect the twoaforementioned forward gear settings, a transmission operating switch operative to in part control the operation of the clutch motor, a shift lever operated switch operative when the switch lever is in a certain position to make possible the operation of the transmission operating motor, and a switch operated by the clutch operating motor for in part controlling the operation of the transmission operating motor, the parts of the power means being so constructed and arranged as to effect, when the internal combustion engine is idling, a disengagement of the friction clutch by the friction clutch operating motor whenever the accelerator is released except when the transmission A,is in high gear and the vehicle is travelling at or above a predetermined speed and 'also to elTect either a second or high gear operation of the transmission operating motor, depending upon the particular selective setting operation of the governor operated switch when the shift lever is in the aforementioned certain position and the accelerator is released to close the switch operated' thereby.

14. In an automotive vehicle having a power plant including an internal combustion engine, a change-speedv transmission, a friction clutch incorporated in the power plant between the transmission and engine and a fluid coupling incorporated in the power plant between the engine and friction clutch, power means, including a pressure differential operated motor for operating the transmission to establish the same in two of its forward speed settings, power means, including a pressure differential operated motor, for operating the friction clutch, a clutch pedal for at times .operating the friction clutch, and means for manually operating the transmission to establish the same in its reverse gear setting and one of its forward speed Isettings and for controlling the operation of the engine, the fluid coupling, and both of the power means for operating the transmission and clutch, said means l fluid coupling and the friction clutch for eifecting an operation of the transmission comprising a.

manually operable selector lever movable to a certain position to make possible a power operation of the transmission and so connected to the transmission that when said lever is moved to another one of its positions the transmission is established in its reverse gear setting, power means for establishing the transmission in some of its settings, said power means comprising a motor connected to the intake manifold of the incomprising an, accelerator, a manually operated selector lever, a vehicle speed responsive governor and valve means for effecting a two stage clutch engaging operation of the clutch operating motor, the parts of the aforementioned mechanism being so constructed and arranged and so operable as to eifect a two-stage clutch engaging operation of the clutch operating motor after the transmission has been established in the aforementioned forward speed setting, said operation of the clutch operating motor cooperating with the uid coupling to effect a smooth start of the vehicle from rest and further operable, after the vehicle is under way, to effect an automatic operation of the transmission to establish the same in one or the other of the aforementioned two forward speed settings.

15. In an automotive vehicle provided with a power plant including an internal combustion engine having an intake manifold, a changespeed transmission, a friction clutch positioned between the transmission and engine, `a fluid coupling positioned between the friction clutch and ternal combustion engine by conduit means, the power element of said motor being subjectable to diierentials of fluid pressure, valve means for controlling the operation of said motor, means for actuating said valve means including electromagnetic means, and means cooperating with the operation of the accelerator in its control ofthe engine and uid coupling, and so controlling the operation of said valve actuating means as to effect either an up-shift or a down-shift operation of the motor, said last named means also including a vehicle speed responsive governor operated switch means wired to the electromagnetic means, the parts of the aforementioned mechanism being so constructed and arranged as to effect an up-shift operation of the transmission by said motor when the governor operated switch is operated and the gaseous pressure within the intake manifold and transmission operating motor is substantially reduced by releasing the accelerator.

' THOMAS L. MAYRATH.

REFERENCES CITED The following references are of record in the le of this patent:

UNITED STATES PATENTS Number Name Date 1,911,599 Bloxsom May 30, 1933 2,000,331 Hill May 7, 1935 2,182,407 Phelan et al. Dec. 5, 1939 2,237,944 Maurer Apr. 8, 1941 2,261,898 Barkeij INov. 4. 1941 2,267,464 Iavelli Dec. 23, 1941 2,296,290 Mayrath Sept. 22, 1942 

